JP7096060B2 - Formation system - Google Patents

Description

The present invention relates to a platooning system.

Conventionally, as described in Patent Document 1, for example, a technique is known in which a plurality of vehicles are made to perform platooning by executing inter-vehicle distance control using inter-vehicle communication in a plurality of vehicles.

The leading vehicle in the procession may be manually driven by the driver. The leading vehicle that is manually driven and the following unmanned vehicle cooperate with each other through vehicle-to-vehicle communication to perform platooning.

Japanese Unexamined Patent Publication No. 2012-30666

When the leading vehicle in the procession is manually driven, the driver of the leading vehicle must operate while grasping the situation of the following vehicle. However, the driver of the leading vehicle may not be able to fully grasp the situation of the following vehicle. Therefore, for example, if some abnormality occurs in the following vehicle, the driver of the leading vehicle may continue the operation of the platoon without noticing the abnormality of the following vehicle.

An object of the present invention is to provide a platooning system capable of appropriately transmitting the state of a following vehicle to a manually driven leading vehicle.

A platooning system capable of achieving the above object includes a vehicle control system mounted on each of a plurality of vehicles including a manually driven leading vehicle, wherein the vehicle control system communicates with a preceding vehicle via wireless communication. The own vehicle is controlled so that the own vehicle follows the preceding vehicle. The vehicle control system includes a sensor for detecting the state of the own vehicle, an actuator for adjusting the behavior of the own vehicle, and a control device for comprehensively controlling the own vehicle. When the control device of the leading vehicle receives a status signal including information indicating the status of the following vehicle through the wireless communication, the control device of the leading vehicle operates the actuator of the own vehicle to inform the driver of the following vehicle of the status of the following vehicle. It will be notified sensuously.

According to this configuration, the state of the following vehicle can be appropriately transmitted to the driver of the leading vehicle by sensuously notifying the driver of the leading vehicle of the state of the following vehicle.
In the above-mentioned platooning system, it is preferable that the control device of the leading vehicle simulates the state of the following vehicle in the own vehicle through the actuator of the own vehicle.

According to this configuration, the state of the following vehicle can be more clearly communicated to the driver of the leading vehicle.
In the platooning system, the state signal includes information indicating an abnormality that has occurred in the following vehicle, and the control device of the leading vehicle self-identifies the abnormal state that has occurred in the following vehicle through the actuator of the own vehicle. It is preferable to generate it in a simulated manner in a vehicle.

According to this configuration, the abnormal state of the following vehicle can be more clearly transmitted to the driver of the leading vehicle.
In the platooning system, the state signal includes information indicating an abnormality that has occurred in the following vehicle, and the control device of the leading vehicle determines a portion where the abnormality has occurred in the following vehicle through the actuator of the own vehicle. It is preferable to notify the driver of the own vehicle sensuously.

According to this configuration, the portion where the abnormality has occurred in the following vehicle can be more clearly transmitted to the driver of the leading vehicle.
In the above-mentioned platooning system, the control device of the leading vehicle cooperates with the following vehicle through the wireless communication based on the information indicating the abnormality generated in the following vehicle included in the state signal, thereby forming the entire platoon as a whole. It is preferable to limit the operation of.

According to this configuration, it is possible to ensure the safety of the operation of the procession or the traffic safety around the procession.

According to the platooning system of the present invention, the state of the following vehicle can be appropriately transmitted to the leading vehicle to be manually driven.

The block diagram which shows the outline of one Embodiment of the platooning system. The block diagram of the vehicle control system in one embodiment.

Hereinafter, an embodiment of the platooning system will be described.
As shown in FIG. 1, the platooning system 10 has a vehicle control system 11 mounted on each of a plurality of (here, three) vehicles CS1, CS2, and CS3 forming a platoon.

As shown in FIG. 2, the vehicle control system 11 includes an ECU (electronic control unit) 20, a front monitoring sensor 21, a rear monitoring sensor 22, a side monitoring sensor 23, a vehicle speed sensor 24, an acceleration sensor 25, and a GPS receiver 26. It has a vehicle-to-vehicle communication device 27 and an abnormality detection sensor 28. Further, the vehicle control system 11 includes a throttle actuator 31, a brake actuator 32, a steering actuator 33, a suspension actuator 34, a speaker 35, and a display device 36.

The front monitoring sensor 21 is provided at the front of the vehicle, monitors the front of the own vehicle, and detects the distance between the vehicle traveling in front of the own vehicle and the own vehicle. The rear monitoring sensor 22 is provided at the rear of the vehicle to monitor the rear of the own vehicle and detect the distance between the vehicle traveling immediately after the own vehicle and the own vehicle. The side monitoring sensor 23 is provided on the side of the vehicle, monitors the side of the own vehicle, and detects the distance between the vehicle traveling on the side of the own vehicle and the own vehicle. These surveillance sensors (21, 22, 23) include, for example, laser radar or millimeter wave radar, and cameras.

The vehicle speed sensor 24 detects the traveling speed of the own vehicle. The acceleration sensor 25 detects the acceleration of the own vehicle in the front-rear direction. The GPS receiver 26 receives a positioning signal from an artificial satellite for GPS (Global Positioning System), and detects the position (latitude, longitude) and direction of the own vehicle based on the received positioning signal. The vehicle-to-vehicle communication device 27 performs wireless communication between vehicles. The abnormality detection sensor 28 detects an abnormality in each part of the own vehicle.

The throttle actuator 31 adjusts the fuel supply amount to the engine by adjusting the throttle opening degree. The brake actuator 32 adjusts the braking force for decelerating the vehicle through the brake. The steering actuator 33 steers the left and right wheels by driving the steering rod (steering shaft) in the axial direction. The suspension actuator 34 changes the vehicle height by driving, for example, an air suspension. The speaker 35 emits sound. The display device 36 displays various information. The display device 36 includes various warning lights and a display.

The ECU 20 controls the entire vehicle in an integrated manner. The ECU 20 controls the output of the engine through the throttle actuator 31. The ECU 20 increases the fuel supply amount to the engine through the throttle actuator 31 when accelerating the vehicle, while decreasing the fuel supply amount to the engine through the throttle actuator 31 when decelerating the vehicle. Further, the ECU 20 controls the braking force of the vehicle through the brake actuator 32. The ECU 20 controls the vehicle speed and the inter-vehicle distance through the throttle actuator 31 and the brake actuator 32. Further, the ECU 20 controls the steering angle (turning angle of the tire) of the vehicle through the steering actuator 33. Further, the ECU 20 controls the vehicle height through the suspension actuator 34.

The ECU 20 exchanges information such as vehicle travel data and identification information (ID) with another vehicle on which the vehicle-to-vehicle communication device 27 is mounted through the vehicle-to-vehicle communication device 27. The traveling data is information on the traveling state of the own vehicle, and includes information such as the position, speed, acceleration, and direction (traveling direction) of the own vehicle. The identification information includes vehicle identification information unique to the own vehicle and formation identification information unique to the formation to which the own vehicle belongs.

The ECU 20 executes ACC (Adaptive Cruise Control) control. The ACC control measures the distance to the preceding vehicle (including general vehicles) immediately before through the front monitoring sensor 21, and follows the acceleration / deceleration and stop of the vehicle in front while maintaining the preset inter-vehicle distance and speed. It refers to the control for traveling. In the ACC control, the deviation in the vehicle width direction between the preceding vehicle and the own vehicle is detected through the forward monitoring sensor 21 (laser radar, camera), and the steering of the own vehicle is controlled so as to eliminate the detected deviation.

For example, when the preceding vehicle is not detected during the execution of the ACC control, the ECU 20 controls the traveling of the vehicle so as to maintain the set vehicle speed. Further, when a preceding vehicle traveling at a speed lower than the set vehicle speed is detected, the ECU 20 performs follow-up control so as to keep the inter-vehicle distance with the preceding vehicle at a preset inter-vehicle distance. The ECU 20 controls the acceleration of the vehicle so that the inter-vehicle distance to the preceding vehicle does not become smaller than the preset inter-vehicle distance. That is, when the vehicle speed of the preceding vehicle is lower than the set vehicle speed, the ECU 20 reduces the vehicle speed of the own vehicle to maintain the inter-vehicle distance.

The ECU 20 executes CACC (Cooperative Adaptive Cruise Control) control. CACC refers to control for a plurality of vehicles to travel in a platoon in cooperation with vehicles in front of and behind the own vehicle on the same lane through wireless communication. In platooning, a plurality of vehicles equipped with a vehicle control system 11 parallel run so as to form a platoon while maintaining a constant inter-vehicle distance and a constant speed without sandwiching a general vehicle in the same lane. Say that.

In CACC control, the acceleration of the own vehicle is controlled based on the information about other vehicles in the procession acquired through the vehicle-to-vehicle communication. As a result, the own vehicle follows the vehicle so as to keep the distance between the vehicle and the immediately preceding vehicle in the platoon at the target distance. Vehicles CS1 to CS3 forming a platoon exchange information such as specifications and running data of their own vehicle with each other through the vehicle-to-vehicle communication device 27. That is, the vehicle control system 11 of all the vehicles CS1 to CS3 forming a platoon shares information such as specifications and running data of all the vehicles CS1 to CS3 forming a platoon.

For example, when the brakes are applied on the leading car in the procession, that information is transmitted to all cars in the procession. All vehicles in the procession will automatically decelerate at the right time while maintaining the distance between them. When the leading vehicle accelerates, the degree of acceleration of the leading vehicle is transmitted to all vehicles in the procession. All platooning vehicles automatically accelerate to maintain inter-vehicle distance and speed throughout the platoon.

<Action of platooning system>
Next, the operation of the platooning system will be described.
As shown in FIG. 1, for example, when three vehicles CS1, CS2, CS3 are traveling in a platoon through execution of CACC control, the following two vehicles CS2, depending on the traveling state of the leading vehicle CS1. The running state of CS3 is controlled. The leading vehicle CS1 may be manually driven by the driver, or may be traveling while maintaining the set vehicle speed through the execution of the ACC control. The ECU 20 of the following vehicles CS2 and CS3 controls the running state of the vehicles CS2 and CS3 so as to follow the leading vehicle CS1.

Incidentally, the vehicles CS2 and CS3 other than the vehicle CS1 at the head of the platoon may be made to follow the preceding vehicle based on the traveling state of the vehicle traveling immediately in front of the own vehicle. In this case, the running state of the second vehicle CS2 in the formation is controlled based on the running state of the leading vehicle CS1. The running state of the third vehicle CS3 in the platoon is controlled based on the running state of the vehicle CS2 immediately before that.

Here, when the leading vehicle CS1 in the formation is manually driven by the driver, the following concerns are concerned. That is, when the leading vehicle CS1 is manually driven, it is necessary for the driver of the vehicle CS1 to operate while grasping the situation of the following vehicles CS2 and CS3. However, there is a possibility that the driver of the leading vehicle CS1 cannot fully grasp the situation of the following vehicles CS2 and CS3. This is more pronounced as the number of vehicles in the procession increases.

Therefore, the platooning system 10 conveys the state of the following vehicles CS2 and CS3 to the driver of the leading vehicle CS1 as follows.
For example, when some abnormality occurs in the following vehicle, this abnormality is detected through the abnormality detection sensor 28 of the following vehicle. The ECU 20 of the following vehicle wirelessly transmits a status signal Sw indicating that an abnormality has occurred in the own vehicle through the vehicle-to-vehicle communication device 27. The status signal Sw includes information indicating the content of the abnormality, a site where the abnormality has occurred, identification information of the vehicle in which the abnormality has occurred, and the like.

Here, an example of the abnormality detected through the abnormality detection sensor 28 is as follows.
(A1) Engine abnormality (a2) Steering abnormality (a3) Brake abnormality (a4) Tire abnormality (a5) Vehicle behavior abnormality When the ECU 20 of the leading vehicle receives the status signal Sw through vehicle-to-vehicle communication. Based on the information contained in this status signal Sw, the following vehicle in which the abnormality has occurred and the content of the abnormality are grasped. Then, the ECU 20 of the leading vehicle performs at least one of the first bodily sensation notification control and the second bodily sensation notification control in order to sensibly notify the driver of the abnormality of the following vehicle to the leading vehicle.

The first bodily sensation notification control is a control for simulating the same abnormal state as that of the following vehicle in the leading vehicle through various actuators of the leading vehicle. By allowing the driver of the leading vehicle to experience the same abnormal state as that of the following vehicle in a pseudo manner, it is possible to more reliably transmit the abnormality of the following vehicle.

However, depending on the content or degree of the abnormality that has occurred in the following vehicle, it is preferable to suppress the degree of the abnormal state that is simulated in the leading vehicle to the extent that it does not interfere with driving.
A specific example of the first experience notification control is as follows.

(B1) When an abnormality such as a decrease in output occurs in the engine of the following vehicle.
In this case, the ECU 20 of the leading vehicle simulates the state of the following vehicle by limiting the engine output through the throttle actuator 31. The driver of the leading vehicle can notice the abnormality of the following vehicle by experiencing the vehicle behavior of the following vehicle in which an abnormality has occurred in the engine in a simulated manner.

(B2) When a one-wheel puncture occurs on the following vehicle.
In this case, the ECU 20 of the leading vehicle applies torque to the steering through the steering actuator 33 to generate a pseudo steering feel when a one-wheel puncture occurs. The driver of the leading vehicle can notice the abnormality of the following vehicle by experiencing the vehicle behavior of the following vehicle in which a flat tire has occurred.

(B3) When an impact occurs on the following vehicle.
In this case, the ECU 20 of the leading vehicle simulates the impact generated on the following vehicle through the brake actuator 32, the suspension actuator 34, and the like. The driver of the leading vehicle can notice the abnormality of the following vehicle by experiencing the impact generated on the following vehicle in a simulated manner.

(B4) When an abnormality occurs in the vehicle behavior such as a sudden change in acceleration of the following vehicle.
In this case, the ECU 20 of the leading vehicle pseudo-generates a change in acceleration generated in the following vehicle through the brake actuator 32. The driver of the leading vehicle can notice an abnormality in the following vehicle by experiencing the change in acceleration generated in the following vehicle in a simulated manner.

The second sensation notification control is a control for sensuously notifying the driver of the preceding vehicle of a portion where an abnormality has occurred in the following vehicle.
A specific example of the second experience notification control is as follows.

(C1) When an abnormality occurs in a part for driving a vehicle such as an engine in a following vehicle.
In this case, the ECU 20 of the leading vehicle vibrates the accelerator pedal through the throttle actuator 31. By feeling the vibration of the accelerator pedal, the driver of the leading vehicle can notice that an abnormality has occurred in the engine of the following vehicle.

(C2) When an abnormality occurs in a part for changing the traveling direction of the vehicle such as steering in the following vehicle.
In this case, the ECU 20 of the leading vehicle vibrates the steering wheel through the steering actuator 33. By feeling the vibration of the steering wheel, the driver of the leading vehicle can notice that an abnormality has occurred in the steering of the following vehicle.

(C3) When an abnormality occurs in a part for braking the following vehicle such as a brake.
In this case, the ECU 20 of the leading vehicle vibrates the brake pedal through the brake actuator 32. By feeling the vibration of the brake pedal, the driver of the leading vehicle can notice that an abnormality has occurred in the brakes of the following vehicle.

(C4) When an abnormality such as a flat tire occurs on the undercarriage of the following vehicle.
In this case, the ECU 20 of the leading vehicle vibrates the suspension through the suspension actuator 34. By feeling the vibration of the suspension, the driver of the leading vehicle can notice that an abnormality has occurred in the undercarriage of the following vehicle.

Further, the ECU 20 of the leading vehicle may execute control for ensuring the safety of the operation of the procession or the traffic safety around the procession when an abnormality is detected in the following vehicle.
For example, the ECU 20 of the leading vehicle sets an upper limit speed for the operating speed of the entire formation according to the content of the abnormality that has occurred in the following vehicle. Further, the ECU 20 of the leading vehicle may be decelerated as a whole, and may travel at a speed slower than the operating speed before the abnormality of the following vehicle is detected. Further, the ECU 20 of the leading vehicle may execute the automatic evacuation control depending on the content or degree of the abnormality generated in the following vehicle. Through the execution of the automatic evacuation control, the ECU 20 of the leading vehicle automatically stops the formation by moving the formation to a safe place such as a road shoulder in cooperation with the following vehicle through vehicle-to-vehicle communication regardless of the driving state of the driver of the own vehicle. Let me.

<Effect of embodiment>
Therefore, according to the present embodiment, the following effects can be obtained.
(1) By sensuously notifying the driver of the leading vehicle of the abnormality of the following vehicle, the abnormality of the following vehicle can be appropriately transmitted to the driver of the leading vehicle.

(2) The abnormality of the following vehicle is immediately transmitted to the leading vehicle through vehicle-to-vehicle communication. Therefore, the driver of the leading vehicle can promptly respond to the abnormality that has occurred in the following vehicle. For example, the driver of the leading vehicle quickly slows down or stops. Therefore, it is possible to realize safer formation operation. It also contributes to traffic safety around the formation.

(3) The ECU 20 of the vehicle at the head of the procession limits the operation of the entire procession by coordinating with the following vehicle through vehicle-to-vehicle communication based on the information including the status signal Sw that indicates the abnormality that has occurred in the following vehicle. .. As a result, it is possible to ensure the safety of the operation of the procession or the traffic safety around the procession.

<Other embodiments>
The present embodiment may be modified as follows.
When an abnormality in the following vehicle is detected, the ECU 20 of the leading vehicle not only notifies the driver of the own vehicle sensuously of the state of the following vehicle, but also appeals to the visual or auditory sense of the driver of the own vehicle. , The driver of the own vehicle may be notified of the abnormality of the following vehicle. For example, the ECU 20 of the leading vehicle emits an alarm sound through the speaker 35 of the own vehicle, or causes the display device 36 to display a warning.

When an abnormality in the following vehicle is detected, the ECU 20 of the leading vehicle does not have to simulate the same abnormal state as the abnormality generated in the following vehicle. For example, the ECU 20 of the leading vehicle may notify the driver of the own vehicle of the abnormality of the following vehicle by vibrating a portion (for example, a seat) unrelated to the portion where the abnormality has occurred in the following vehicle. At the very least, the driver of the leading vehicle should be aware that something has gone wrong with the following vehicle by feeling it.

The ECU 20 of the leading vehicle may notify the driver of the leading vehicle not only the abnormality that has occurred in the following vehicle but also the state of the following vehicle in which the abnormality has not occurred. For example, the ECU 20 of the leading vehicle may simulate a state change such as a deceleration degree of the following vehicle or an increase in running resistance through the brake actuator 32. The driver of the leading vehicle can operate the formation while always keeping track of the condition of the following vehicle.

10 ... formation running system, 11 ... vehicle control system, 20 ... ECU (control device), 21 ... front monitoring sensor, 22 ... rear monitoring sensor, 23 ... side monitoring sensor, 28 ... abnormality detection sensor, 31 ... throttle actuator, 32 ... Brake actuator, 33 ... Steering actuator, 34 ... Suspension actuator, CS1, CS2, CS3 ... Vehicle (constituting a formation).

Claims (4)

It has a vehicle control system mounted on each of a plurality of vehicles including a manually driven leading vehicle, and the vehicle control system is such that the own vehicle follows the preceding vehicle through wireless communication with the preceding vehicle. It is a platooning system that controls the vehicle.
The vehicle control system includes a sensor for detecting the state of the own vehicle, an actuator for adjusting the behavior of the own vehicle, and a control device for comprehensively controlling the own vehicle.
When the leading vehicle in the platoon is manually driven by the driver, the leading vehicle control device receives the state signal including information indicating the status of the following vehicle through the wireless communication, the actuator of the own vehicle. A platooning system that sensibly informs the driver of the following vehicle of the state of the following vehicle by generating the state of the following vehicle in the own vehicle in a simulated manner . In the platooning system according to claim 1 ,
The status signal includes information indicating an abnormality that has occurred in the following vehicle.
The control device for the leading vehicle is a platooning system that simulates an abnormal state generated in the following vehicle in the own vehicle through the actuator of the own vehicle. In the platooning system according to claim 1 or 2 .
The status signal includes information indicating an abnormality that has occurred in the following vehicle.
The control device for the leading vehicle is a platooning system that sensuously notifies the driver of the own vehicle of a portion where an abnormality has occurred in the following vehicle through the actuator of the own vehicle. In the platooning system according to claim 2 or 3 .
The control device of the leading vehicle cooperates with the following vehicle through the wireless communication based on the information indicating the abnormality generated in the following vehicle included in the status signal, thereby limiting the operation of the entire formation. system.

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